Deployable fairing system for use with vehicles

ABSTRACT

Systems and methods are disclosed for providing a deployable fairing system to a tractor trailer. The deployable fairing system includes an actuator used to extend the deployable fairing from an unextended configuration to an extended configuration to occupy a portion of a gap area that exists between a tractor and an attached trailer. The deployable fairing includes deployable upper and/or lower horizontal assemblies that are pivotally coupled to a frame attached to the tractor/cab, and two side panels that are pivotally coupled to one or both of the upper and lower horizontal assemblies. The deployable upper and lower horizontal assemblies and the two side panels fold in on one another along multiple hinged axes in the unextended configuration, and extend rearward from the top and sides of the tractor in the extended configuration to cover a portion of the gap. The fairing may advantageously flair from front to the rear.

TECHNICAL FIELD

The present disclosure generally relates to vehicles, for exampletractor trailer combinations, and more particularly with deployablefairing systems to enhancing fuel economy of vehicles, for examplecoupled vehicles.

BACKGROUND Description of the Related Art

Vehicles move a large number of people and cargo. Often two or morevehicles are physically coupled together to move freight or other cargo,people, and/or animals.

A ubiquitous example of coupled vehicles is that of the tractor-traileror semi-trailer combination, which employs a tractor, sometimes referredto as a primary mover, coupled to pull one or more trailers. Suchtractor-trailers or semis come in a large variety of forms and aretypically used to move freight over relatively long distances. Thetractor is the drive mechanism that pulls or pushes the trailer. Thetractor includes the engine, typically an internal combustion dieselengine, a transmission and drive wheels. The tractor typically includesa cab where the driver or operator sits to operate the tractor. Thetractor may also include a sleep cab which provides accommodations forthe driver or operator when not in motion. The trailers are typicallyremovably coupled to the tractor via a coupler such as a fifth wheelcarried by the tractor and kingpin carried by the trailer, or lesscommonly via an automatic coupling. A semi-trailer typically does nothave a front axle, relying on the tractor for support of a portion ofthe trailer's weight, and may have one or typically more rear axles. Insome instances, a tractor may pull multiple trailers, forming a train.In such a case, the following trailer(s) may not have front axels andmay rely on the proceeding trailers for supporting a portion of thetrailer's weight. Trailers come in a large variety, for example box,bus, curtain side, flatbed, “low boy”, refrigerated or “reefer”, tanker,dry bulk, car carrier, drop deck, “double decker” or sidelifter.Trailers are often substantially rectangular, having a front end whichis coupled to the tractor and a back end spaced remotely from thetractor. The back end often includes a door or more commonly a pair ofdoors to provide access to an interior of the trailer from an exteriorthereof. The front end, back end, and sides of a trailer tend to bevertically extending surfaces. In some instances, a portion of a traileror an accessory thereof may extend horizontally from these verticallyextending surfaces, for example a refrigeration system or heater or nosecone may extend forward from the front of a trailer in to a gap regionbetween a tractor and coupled trailer.

Another example of coupled vehicles is railroad trains. Rail road trainstypically include one or more locomotives that pull a number of carsalong a set of tracks. The cars may include passenger cars and/orfreight cars. The freight cars can take a large variety of forms,similar in some respects to the various types of trailers.

Tractor-trailers or semis and railroad trains are increasingly used tomove containerized cargo. This multi-modal approach allows containerizedcargo to be conveniently moved between ships (e.g., ocean goingcontainer ships, barges), tractor trailers, and/or railroad trains. Forinstance, containers may arrive by ship from overseas. Tractor-trailersmay move some of the containers over roads to warehouses or to retaillocations. Tractor-trailers may move some of the containers to railyards. Some containers may be moved via railroad trains, andsubsequently moved to a desired location via tractor-trailers.

Coupled vehicles typically must be capable of operating in a variety ofenvironments. For example, coupled vehicles must be capable of carryingloads at relatively high speed over long distance. For instance,tractor-trailer combinations typically must be able to haul freight overhighways such as toll roads or freeways within some posted speed limit.Such highways are typically relatively straight over long distances, anddo not require much turning or maneuvering. Such tractor-trailerstypically must also be able to haul freight over surface streets at muchlower posted speed limits. Travel over surface streets typicallyrequires higher maneuverability than travel over highways, oftenrequiring essentially right angle turns in relatively confined spaces ornavigating steep elevational changes.

Fuel efficiency is typically an important concern when operating coupledvehicles. A large portion of the cost of moving freight or people isattributable to fuel costs and the majority of fuel at highway speeds isspent overcoming aerodynamic drag. Fuel efficiency tends to decrease asspeed increases. Fuel efficiency while traveling on highways isparticularly a concern since the average speed is higher than on surfaceroads and, for most operations, more time is spent on highways than onsurface streets.

Numerous approaches have been suggested for increasing fuel efficiencyof vehicles. These approaches typically employ ferrules, fairings,cowlings, air dams, deflectors, and/or spoilers located at variouslocations, for instance on a front of the tractor or over a roof of thetractor. Some approaches for increasing fuel efficiency specificallyaddress the problem created by the fact that there is a gap between thetractor and trailer. Some of the approaches for increasing fuelefficiency are illustrated in U.S. Pat. Nos. 3,697,120; 3,711,146;3,934,923; 4,036,519; 4,750,772; 5,078,448; and 6,585,312.

BRIEF SUMMARY

Deployable fairing systems are disclosed that enhance fuel efficiency ofvehicles (e.g., coupled vehicles), yet which adapt to a currentsituation (e.g., type of trailer or specific physical configuration oftrailer) and/or adapt to current conditions (e.g., climate, wind speed,wind direction, temperature of ambient environment).

A deployable fairing system may be summarized as including: a deployablefairing which is deployable into a plurality of fairing configurationsfrom a fully retracted configuration to a fully deployed configuration,and at least one intermediate configuration between the fully retractedconfiguration and the fully deployed configuration; at least oneactuator drivingly coupled to move the deployable fairing into theplurality of fairing configurations; at least one sensor position tosense at least one condition; and a controller communicatively coupledto the at least one sensor to receive information representative of theat least one condition, and communicatively couple to control the atleast one actuator in response to at least the at least one condition todeploy the deployable faring into at least one intermediateconfiguration between the fully retracted configuration and the fullydeployed configuration and to stop deploying the deployable faring withthe deployable faring in the at least one intermediate configuration.

The deployable fairing may have a proximate end and a distal end, theproximate end attached to a rear of a vehicle, the distal end spaced atleast relatively proximate the rear of the vehicle in the fullyretracted configuration and spaced relatively remote from the rear ofthe vehicle in the fully deployed configuration. The vehicle may be atrailer, the proximate end of the deployable fairing attached to therear of the trailer, the distal end of the deployable fairing extendingrearwardly of the rear of the trailer as a rear tail in the intermediateand the fully deployed configurations. The vehicle may be a tractor, theproximate end of the deployable fairing attached to the rear of a cab ofthe tractor, the distal end of the deployable fairing extendingrearwardly of the rear of the cab of the tractor as a gap filler in theintermediate and the fully deployed configurations. In the fullydeployed configuration the deployable fairing may extend into a gapregion which encompasses a volume between a back of the cab of thetractor and a front of a trailer coupled to the tractor via a fifthwheel of the tractor and a kingpin of the trailer, and which extendsupwards above a set of drive wheels of the tractor.

The at least one sensor may be responsive to at a presence or an absenceof an object in a direction in which the deployable fairing moves intransitioning toward the fully deployed configuration from the fullyretracted configuration. The at least one sensor may be responsive to ata presence or an absence of an object in a direction in which thedeployable fairing moves in transitioning toward the fully deployedconfiguration from the fully retracted configuration.

The controller may include at least one processor and may determine thepresence or the absence of a portion of the trailer in the deployedregion based at least in part on the information received via the atleast one sensor. For example, the controller may determine the presenceor the absence of one or more of a cooling unit, a heating unit or anose cone that extends forward from a vertically extending front of thetrailer into the gap region.

The controller may determine an amount of deployment based at least inpart on a position of an object that is present in the direction inwhich the deployable fairing moves in transitioning toward the fullydeployed configuration from the fully retracted configuration. Thecontroller may determine an amount of deployment based at least in parton a distance to an object that is present in the direction in which thedeployable fairing moves in transitioning toward the fully deployedconfiguration from the fully retracted configuration to deploy thedeployable fairing as close to the fully deployed configuration withoutcontacting the object. The controller may determine an amount ofdeployment based at least in part on a distance to an object that ispresent in the direction in which the deployable fairing moves intransitioning toward the fully deployed configuration from the fullyretracted configuration to deploy the deployable fairing as close to thefully deployed configuration with a defined offset without contactingthe object.

The at least one sensor may be responsive to at least one of wind speedor wind direction. For example, the at least one sensor may beresponsive to a wind direction that is non-parallel to an axis ofdeployment along with the deployable fairing moves in transitioningbetween the fully retracted and the fully deployed configurations. Thecontroller may determine an amount of deployment based at least in parton at least one of the wind speed or the wind direction.

The at least one sensor may be responsive to a temperature in an ambientenvironment. The controller may determine an amount of deployment basedat least in part on the temperature in the ambient environment.

The at least one sensor may include at least a first sensor that isresponsive to at a presence or an absence of an object in a direction inwhich the deployable fairing moves in transitioning toward the fullydeployed configuration from the fully retracted configuration, and atleast a second sensor that is response to at least one of a wind speed,a wind direction or a temperature in an ambient environment. Thecontroller may determine an amount of deployment based at least in parton a position of an object that is present in the direction in which thedeployable fairing moves in transitioning toward the fully deployedconfiguration from the fully retracted configuration and based at leastin part on one or more of: the wind speed, the wind direction, or thetemperature in the ambient environment.

A method of operation in a deployable fairing system may be summarizedas including: receiving by the controller information representative ofthe at least one condition from the at least one sensor; determining bythe controller an amount of deployment for the deployable fairing basedat least one part on the received information; and providing signals bythe controller to cause at least one actuator to move the deployablefairing into one of the faring configurations that corresponds to thedetermined amount of deployment.

The method may further include: providing signals by the controller tomove the distal end of the deployable fairing to a first position spacedat least relatively proximate the rear of the vehicle in the fullyretracted configuration; and providing signals by the controller to movethe distal end of the deployable fairing to a second position spacedrelatively remote from the rear of the vehicle in the fully deployedconfiguration.

Providing signals by the controller to move the distal end of thedeployable fairing to a second position spaced relatively remote fromthe rear of the vehicle in the fully deployed configuration may includeproviding signals to the at least actuator to move the distal end of thedeployable fairing to extend rearwardly of the rear of the trailer as arear tail in the intermediate and the fully deployed configurations.

Providing signals by the controller to move the distal end of thedeployable fairing to a second position spaced relatively remote fromthe rear of the vehicle in the fully deployed configuration may includeproviding signals to the at least one actuator to move the distal end ofthe deployable fairing to extend rearwardly of the rear of the cab ofthe tractor as a gap filler in the intermediate and the fully deployedconfigurations.

Receiving by the controller information representative of the at leastone condition from the at least one sensor may include receivinginformation representative of the presence or the absence of any objectsin the direction in which the deployable fairing moves in transitioningtoward the fully deployed configuration from the fully retractedconfiguration.

The method may further include determining a relative position of or arelative distance to any objects that are present. The method mayfurther include determining a relative position of or a relativedistance to any objects that are present.

Determining an amount of deployment may include determining an amount ofdeployment that moves the fully deployed configuration as close to thefully deployed configuration without contacting any objects. Determiningan amount of deployment may include determining an amount of deploymentthat moves the deployable fairing as close to the fully deployedconfiguration with a defined offset without contacting any objects. Suchmay include determining an amount of deployment that moves the fullydeployed configuration into the one of the intermediate configurationsthat is as close to the fully deployed configuration as possible withoutcontacting any objects.

Receiving information representative of the at least one condition fromthe at least one sensor may include receiving information representativeof at least one of wind speed or wind direction. For example theinformation may be representative of the wind direction that isnon-parallel to the axis of deployment. Determining an amount ofdeployment may include determining an amount of deployment based atleast in part on at least one of the wind speed or the wind direction.For example, the determined amount of deployment may be based at leastin part on the wind direction that is non-parallel to the axis ofdeployment.

The received information may be representative of the temperature in theambient environment. Determining an amount of deployment may includedetermining an amount of deployment based at least in part on thetemperature in the ambient environment.

The received information may be representative of the at least onecondition from the at least one sensor includes receiving informationrepresentative of: the presence or the absence of objects, and at leastone of one or more of: the wind speed, the wind direction, or thetemperature in the ambient environment. Determining the amount ofdeployment may be based on at least in part on a position of an objectthat is present in the direction in which the deployable fairing movesin transitioning toward the fully deployed configuration from the fullyretracted configuration and based at least in part on one or more of:the wind speed, the wind direction, or the temperature in the ambientenvironment.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

In the drawings, identical reference numbers identify similar elementsor acts. The sizes and relative positions of elements in the drawingsare not necessarily drawn to scale. For example, the shapes of variouselements and angles are not necessarily drawn to scale, and some ofthese elements are arbitrarily enlarged and positioned to improvedrawing legibility. Further, the particular shapes of the elements asdrawn, are not necessarily intended to convey any information regardingthe actual shape of the particular elements, and have been solelyselected for ease of recognition in the drawings.

FIG. 1A is a left side elevational view of a coupled vehicle comprisinga tractor and a trailer, and which employs deployable faring to close agap between the tractor and the trailer, according to one illustratedimplementation, the deployable faring illustrated in a fully deployedconfiguration expanded proximate one of the vehicles.

FIG. 1B is a rear, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 1A, the deployable faring illustrated in thefully deployed configuration.

FIG. 1C is a front, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 1A, the deployable faring illustrated in thefully deployed configuration.

FIG. 1D is a rear, left side, isometric view of the tractor anddeployable faring of FIG. 1A, the deployable faring illustrated in thefully deployed configuration.

FIG. 2A is a left side elevational view of a coupled vehicle comprisinga tractor and a trailer, and which employs deployable faring to close agap between the tractor and the trailer, according to one illustratedimplementation, the deployable faring illustrated in a fully retractedor un-deployed configuration retracted against one of the vehicles.

FIG. 2B is a rear, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 2A, the deployable faring illustrated in thefully retracted configuration.

FIG. 2C is a front, left side, isometric view of the coupled vehicle anddeployable faring of FIG. 2A, the deployable faring illustrated in thefully retracted configuration.

FIG. 2D is a rear, left side, isometric view of the tractor anddeployable faring of FIG. 2A, the deployable faring illustrated in thefully retracted configuration.

FIG. 3A is a rear, left side, isometric view of the tractor anddeployable fairing of FIGS. 1D and 2D, with the deployable faringillustrated in an intermediate configuration, between the deployed andthe retracted configurations.

FIG. 3B is a left side elevational view of the tractor and deployablefairing of FIGS. 1D and 2D, with the deployable faring illustrated in anintermediate configuration, between the fully deployed and the fullyretracted configurations.

FIG. 4 is a bottom, rear, left side elevational view of a deployablefairing of FIGS. 1A-3B, which better illustrates a frame and an actuatorselectively operable to move the deployable fairing between the fullyretracted and fully deployed configurations.

FIG. 5 is a top plan view of a deployable fairing showing the right andleft side panels with a bent edge moving through a variety ofconfigurations, from the fully deployed configuration to the fullyretracted or un-deployed configuration and therebetween, and betterillustrating a plurality of intermediate configurations between thefully deployed configuration and the fully retracted or un-deployedconfiguration.

FIG. 6A is a top, rear, right-side isometric view of a deployablefairing in which the deployable fairing is shown in a deployedconfiguration, according to at least another illustrated implementation.

FIG. 6B is a rear elevational view of the deployable fairing of FIG. 6Ain which the deployable fairing is shown in the deployed configuration,according to at least one illustrated implementation.

FIG. 7 is a rear, left side, isometric view of a vehicle comprising atrailer, which employs deployable faring as a tail end to improveaerodynamic efficient, according to one illustrated embodiment, thedeployable faring illustrated in a fully retracted or un-deployedconfiguration.

FIG. 8 is a rear, left side, isometric view of the deployable fairing ofFIG. 7 in the fully extended or fully deployed configuration.

FIG. 9A is a top plan view of a hinge shown in an extended configurationin which one end of an actuator is rotatably coupled to a base of thehinge and an opposite end of the actuator is rotatably coupled to aportion of the arm of the hinge, according to at least one illustratedimplementation.

FIG. 9B is a top plan view of the side panel hinge of FIG. 9A shown in aretracted configuration, according to at least one illustratedimplementation.

FIG. 10 is a schematic diagram of a control system for the deployablefairing system according to one illustrated implementation, thedeployable fairing system operable to automatically selectively move adeployable fairing between an un-deployed configuration to a partiallyor fully deployed configuration based on a signal indicative orrepresentative of a situation (e.g., presence or absence of obstacle inregion of deployment) and/or other conditions (e.g., wind speed, winddirection, temperature of the ambient environment).

DETAILED DESCRIPTION

In the following description, certain specific details are set forth inorder to provide a thorough understanding of various disclosedembodiments. However, one skilled in the relevant art will recognizethat embodiments may be practiced without one or more of these specificdetails, or with other methods, components, materials, etc. In otherinstances, well-known structures associated with coupled vehicles, forexample tractor-trailer combinations, and with wireless communicationshave not been shown or described in detail to avoid unnecessarilyobscuring descriptions of the embodiments.

Unless the context requires otherwise, throughout the specification andclaims which follow, the word “comprise” and variations thereof, suchas, “comprises” and “comprising” are to be construed in an open,inclusive sense, that is as “including, but not limited to.”

Reference throughout this specification to “one embodiment,” “oneimplementation,” “an embodiment,” or “an implementation” means that aparticular feature, structure or characteristic described in connectionwith the embodiment or implementation is included in at least oneembodiment or one implementation. Thus, the appearances of the phrases“in one embodiment,” “in one implementation,” “in an embodiment,” “or“in one implementation” in various places throughout this specificationare not necessarily all referring to the same embodiment or to the sameimplementation. Furthermore, the particular features, structures, orcharacteristics may be combined in any suitable manner in one or moreembodiments or implementations.

As used in this specification and the appended claims, the singularforms “a,” “an,” and “the” include plural referents unless the contentclearly dictates otherwise. It should also be noted that the term “or”is generally employed in its sense including “and/or” unless the contentclearly dictates otherwise.

The headings and Abstract of the Disclosure provided herein are forconvenience only and do not interpret the scope or meaning of theembodiments.

This disclosure describes various apparatus, methods and articlesrelated to increasing fuel efficiency for coupled vehicles. Whiledescribed in terms of a tractor-trailer combination, such may be used inconjunction with other coupled vehicles.

FIGS. 1A, 1B, 1C, and 1D show a vehicle 10 in the form of a coupledvehicle comprising a tractor 10 a and a trailer 10 b, and a deployablefairing system 12 with a deployable fairing 16 shown in a fully extendedor fully deployed configuration 20, according to one illustratedimplementation. FIGS. 2A, 2B, 2C, and 2D show the coupled vehicle 10with the deployable fairing 16 in a fully retracted or fully un-deployedconfiguration 18, according to one illustrated implementation.

The vehicle 10 includes, for example, a lead vehicle, which in typicaloperation is at the front or ahead of a trailing vehicle with respect toa direction of travel during normal operation. It is recognized that insome instances, the lead vehicle may at times be behind the trailingvehicle, for example when backing up. In the illustrated implementation,the lead vehicle is the tractor 10 a, which includes an engine (e.g.,internal combustion diesel engine, not shown), a transmission (notshown), drive wheels, steering wheel, throttle (not shown), and brakes(not shown). The tractor 10 a may be typical of those commonly used inlong haul trucking within the United States, such as those manufacturedand sold under the Kenworth and Peterbilt trademarks. The tractor 10 amay include a cab 10 c in which the driver or operator sits whiledriving or operating the tractor 10 a. The tractor 10 a may also includea sleeper cab 10 d, located behind the cab 10 c, which a driver oroperator may use as a residence or sleep area when the tractor 10 a isparked. The back of the tractor may have a width 10 e. The tractor mayhave one or more ferrules, fairings, cowlings, air dams, deflectors,and/or spoilers located at various locations to reduce aerodynamic dragand thereby increase fuel efficiency.

The trailer 10 b may take any of a variety of forms. For example, thetrailer 10 b may take the form of a semi-trailer, which includes a setof rear wheels, relying on the tractor 10 a to support a portion of theweight of the trailer 10 b at a front end of the trailer 10 b, insteadof having a front axle. The trailer 10 b may take the form of a boxtrailer, or any variety of other types of trailers, for instance bus,curtain side, flatbed, “low boy”, refrigerated or “reefer”, tanker, drybulk, car carrier, drop deck, “double decker” or sidelifter trailers. Asillustrated the trailer typically has a front that extends substantiallyvertically, although one or more portions or objects may extendhorizontally forward of from the front of the trailer, e.g., a coolerunit, a heater unit, a nose cone.

The trailer 10 b is physically coupled to the tractor 10 a. For example,the tractor 10 a may carry a fifth wheel, to which the trailer 10 b isremovably or detachably physically coupled. Fifth wheels include metalplates skid plates and jaws on one vehicle, usually the tractor, andwhich receive a kingpin carried by the other vehicle, usually thetrailer. Fifth wheels are commonly employed in tractor trailercombinations 10, so will not be described in detail. There may beadditional couplings between the tractor 10 a or components thereof andthe trailer 10 b or components thereof. For example, there may be one ormore electrical couplings, pneumatic couplings and/or hydrauliccouplings. Such may, for example, provide electrical power or signals tothe trailer 10 b or component thereof, for instance a refrigerationsystem, turn signal indicators and/or brake lights. Such may, forexample, supply pressurized fluid or air to the trailer 10 b or acomponent thereof, for instance brakes.

Notably, a gap region 14 exists between the tractor 10 a and the trailer10 b. The gap region 14 is sufficiently large as to allow thetractor-trailer combination 10 to maneuver as need, for example throughsurface streets of a city of town. For instance, the gap 14 may beapproximately 1.5 meters or 4.5 feet in length. This gap region 14negatively affects aerodynamic and hence hinders fuel efficiency,particularly at higher speeds such as highway speeds (e.g., 55-75 mph).Without being bound to such, Applicant believes that closing the gap 14may result in an approximately 8% reduction in fuel costs.

As illustrated, the deployable fairing system 12 includes a deployablefairing 16 and optionally a static cab fairing 17. As previously noted,FIGS. 2A-2D illustrate the deployable fairing 16 in an extended ordeployed configuration 20. In particular, the deployable fairing 16 doesnot extend the full length of the gap region 14 between the tractor 10 aand trailer 10 b in the un-deployed or unextended position orconfiguration 18, and in fact is preferably retracted to be close to theback of the cab 10 c, 10 d, for example against or proximate the staticcab fairing 17. As previously noted, FIGS. 1A-1D illustrate thedeployable fairing 16 in a fully deployed or fully extended position orconfiguration 20. In particular, the combination of the static cabfairing 17 and the deployable fairing 16 extends the full length oralmost the full length of the gap region 14 between the tractor 10 a andtrailer 10 b when the deployable fairing 16 is in the deployed orextended configuration or position 20. Thus, the combination of thestatic cab fairing 17 and the deployable fairing 16 extends overhalfway, and preferably over three quarters of the way or over seveneighths of the way across the gap region 14.

As discussed in detail below, the deployable fairing system 12 canautomatically selectively move the deployable fairing 16 between theun-deployed or unextended configuration or position 18 and the deployedor extended configuration or position 20 in response to, or based on, aspeed or expected speed of at least one of the coupled vehicles 10 a, 10b. Thus, the deployable fairing 16 may be in the fully deployed or fullyextended configuration or position 20 when the tractor-trailercombination 10 is operating at relatively fast speeds or on roads orportions of roads where a posted speed limit is relatively fast or high.This can advantageously reduce aerodynamic drag, thereby increasing fuelefficiency. Likewise, the deployable fairing 16 may be in the fullyun-deployed or fully unextended configuration or position 18 when thetractor-trailer combination 10 is operating at relatively slow speeds oron roads or portions of roads where a posted speed limit is relativelyslow or low. This may advantageously improve maneuverability on suchroads or during such times that maneuverability is most desired and whenor where the gap 14 least adversely affects fuel efficiency. Further,the deployable fairing 16 may be placed in or constrained to in anintermediate configuration between the fully deployed or fully extendedconfiguration or position 20 and the fully un-deployed or fullyunextended configuration or position 18 based on the existence orabsence of obstacles or obstructions in the gap region 14, for instancea portion of the trailer (e.g., refrigeration unit, heater unit, nosecone) that extends forward of the generally vertical front of thetrailer. Additionally or alternatively, the deployable fairing 16 may beplaced in or constrained to an intermediate configuration between thefully deployed or fully extended configuration or position 20 and thefully un-deployed or fully unextended configuration or position 18 basedon one or more other conditions, for example wind speed, wind direction,temperature in the ambient environment or other environmentalconditions.

FIGS. 3A and 3B show the tractor 10 a, the static cab faring 17 and thedeployable fairing 16 in a partially deployed or intermediateconfiguration 22. The deployable fairing 16 can, for example, take onthe partially deployed or intermediate configuration 22 while moving ortransiting between the fully deployed or fully extended configurationand the fully retracted or fully un-deployed configuration.Alternatively or additionally, the deployable fairing 16 can, forexample, take on the partially deployed or intermediate configuration 22when there is no trailer 10 b coupled to the tractor 10 a, when there isan object or obstacle in the gap region 14 which might cause damage tothe deployable fairing 16 or portion thereof, and/or when environmentalconditions (e.g., wind speed and/or wind direction, temperature of theambient environment) meet certain criteria or thresholds. Thus, in atleast some instances the deployable fairing 16 can be moved from, forexample, the fully retracted or fully un-deployed configuration 18 tothe partially deployed or intermediate configuration 22 and held in thepartially deployed or intermediate configuration 22, without moving tothe fully deployed or fully extended configuration 20. Such mayadvantageously increase fuel efficiency even when the vehicle 10 is nota coupled vehicle or train of vehicles. Additionally or alternatively,in at least some instances the deployable fairing 16 can be moved from,for example, the fully extended or fully deployed configuration 20 tothe partially deployed or intermediate configuration 22 and held in thepartially deployed or intermediate configuration 22, without moving tothe fully retracted or fully un-deployed configuration 18.

FIG. 4 shows a deployable fairing system 12 with a deployable fairing 16shown in an extended or deployed configuration 20, according to oneillustrated implementation. In some implementations, the deployablefairing system 12 includes a static D-gap panel 24 (FIGS. 1A-D, 2A-2D,3A), upper and lower horizontal panel assemblies 26 and 28,respectively, left and right side panels 30 and 32, respectively, aframe 34, and an actuator 36. The static D-gap panel 24 is attached tothe back of the cab 10 c, 10 d and extends horizontally rearward towardsthe trailer 10 b. The static D-gap panel 24 may be used to accommodatevarious shapes and configurations for the back of the cab 10 c, 10 d,thus enabling the deployable fairing system 12 to be installed, forexample, as a retrofit on existing tractors 10 a without creating a gapbetween the deployable fairing system 12 and the back of the cab 10 c,10 d. In some implementations, the deployable fairing system 12 may notinclude the static D-gap panel 24.

In some implementations, the frame 34 attaches to the cab 10 c, 10 d ata lower attachment 38, a middle attachment 40, and an upper attachment42. The lower, middle, and upper attachments 38, 40, and 42 are eachphysically coupled to the cab 10 c, 10 d using one or more bolts orother fasteners (e.g., rivets, screws, clamps). In many instances, theremay be a limited number of locations on a cab 10 c, 10 d which arestrong enough to provide a secure attachment location. Each of thelower, middle, and upper attachments 38, 40, and 42, respectively,includes one or more rods 44 that project outwardly from the respectiveattachments 38, 40, and 42 to provide support for the remaining portionof the deployable fairing system 12. In some implementations, a proximalend of each rod 44 may be affixed or otherwise physically coupled to oneof the lower, middle, or upper attachment 38, 40, or 42, respectively,and project upwardly and rearwardly from the respective lower, middle,or upper attachment 38, 40, or 42, to which it is affixed. The distalend of each rod 44 may be attached to one of an upper bar 46, a middlebar 48, or a lower bar 50.

Each of the upper bar 46, the middle bar 48, and the lower bar 50extends in a lateral direction across the width 10 e of the cab 10 a,horizontal with respect to the ground and perpendicular with respect tothe direction of forward travel during normal operation of the vehicle10. The upper bar 46 is attached to the distal, substantially straightedge 27 of the static D-gap panel 24. One or more hinges positionedalong the upper bar 46 form an upper lateral axis 47 and pivotallycouple the upper horizontal panel assembly 26 to the upper bar 46,enabling the upper horizontal panel assembly 26 to rotate about theupper lateral axis 47, as described below. The lower bar 50 may bedirectly below the upper bar 46 such that the lower bar 50 and the upperbar 46 form a vertical plane that is perpendicular with respect to thedirection of forward travel during normal operation of the vehicle 10.In some implementations, a left and a right vertical support 52 and 54,respectively, are affixed or otherwise physically coupled to the upperbar 46 and the lower bar 50 to provide additional bracing and supportfor the frame 34. The lower bar 50 may be located about one-third of theway up from the bottom of one or both of the left and the right sidepanels 30 and 32, respectively. One or more hinges positioned along thelower bar 50 form a lower lateral axis 51 and physically couple thelower horizontal panel assembly 28 to the lower bar 50, enabling thelower horizontal panel assembly 28 to rotate about the lower lateralaxis 51, as described below.

The middle bar 48 may be located in a vertical position about half waybetween the upper bar 46 and the lower bar 50. In some implementations,the middle bar 48 is located in a horizontal position between the backof the cab 10 c, 10 d and the vertical plane formed by the upper bar 46and the lower bar 50. One or more horizontal supports (e.g., lefthorizontal support 56 and right horizontal support 58) may projectrearwardly from the middle bar 48 and attach to the left verticalsupport 52 and the right vertical support 54 to provide additionalbracing and support for the frame 34. The proximal end of the actuator36 is pivotally coupled to the middle bar 48 with one or more hingesthat enable the actuator 36 to pivot about a horizontal, lateral axisthat extends through the hinges that couple the actuator 36 to themiddle bar 48. The actuator 36 rotates about this horizontal, lateralaxis as the deployable fairing 16 moves between the unextendedconfiguration or position 18 and the extended position 20. The distalend of the actuator 36 is located upward and rearward from the proximalend of the actuator 36, and is attached to the upper horizontal panelassembly 26 with one or more hinges. These hinges enable the actuator 36and the upper horizontal panel assembly 26 to rotate relative to eachother as the actuator 36 moves the deployable fairing 16 between thefully unextended position or configuration 18 and the fully extendedposition or configuration 20.

The upper horizontal panel assembly 26 includes a deployable upper panel60, a left upper wing panel 62, and a right upper wing panel 64. Thedeployable upper panel 60 is shaped like a trapezoid, with two bases, orparallel sides, (longer base 66 and shorter base 68) that extend in alateral direction across the width 10 e of the cab 10 c. In someimplementations, the deployable upper panel 60 may be shaped like atrapezoid but with one or more corners along the longer base cut off toform two additional short sides. Further in some implementations, thedeployable upper panel 60 may be elongated at the shorter base 68, suchas shown in FIG. 4A, thus forming two short sides (e.g., left short side68 a and right short side 68 b) perpendicular to short base 68. In someimplementations, the longer base 66 of the deployable upper panel 60 islocated proximate the static D-gap panel 24 and forms a major edge thatis pivotally coupled to the upper bar 46 or the substantially straightedge 27 of the static D-gap panel 24 using one or more hinges. Thehinges enable the deployable upper panel 60 to rotate about the upperlateral axis 47 that extends in a lateral direction across the width 10e of the cab 10 c, parallel to the longer base 66 and perpendicular tothe direction of travel during normal operation, as discussed below. Thetwo legs (left leg and right leg) of the deployable upper panel 60 formaxes (left axis and right axis) that have non-zero acute angles withrespect to the longer base and the upper lateral axis of the deployableupper panel 60. The left upper wing panel 62 is pivotally coupled to thedeployable upper panel 60 using one or more hinges that form the leftaxis along the left leg, and the right upper wing panel 64 is pivotallycoupled to the deployable upper panel 60 using one or more hinges thatform the right axis along the right leg.

The left upper wing panel 62 has a trapezoidal profile with two parallelbase edges (longer base edge and shorter base). The longer base edgeforms the outside left edge of the upper horizontal panel assembly 26when the deployable fairing 16 is in the fully extended position 20. Thelonger base edge is pivotally coupled to the left side panel 30 usingone or more hinges that enable the left upper wing panel 62 to pivotrelative to a left horizontal axis formed by the top edge of the leftside panel 30. The hinges that pivotally couple the left upper wingpanel 62 to the deployable upper panel 60 along the left axis enable theleft upper wing panel 62 and the deployable upper panel 60 to pivotrelative to one another as the deployable fairing 16 moves between thefully retracted position or configuration 18 and fully extended position20. In some implementations, the left upper wing panel 62 is triangularin shape with a first edge adjacent, and pivotally coupled, to thedeployable upper panel 60, and a second edge adjacent, and pivotallycoupled, to the left side panel 30.

The right upper wing panel 64 is located opposite the left upper wingpanel 62 from a centerline formed in the middle of the deployable upperpanel 60. The right upper wing panel 64 has a trapezoidal profile with alonger base edge and a shorter base. The longer base edge forms theoutside right edge of the upper horizontal panel assembly 26 when thedeployable fairing 16 is in the extended position 20. The longer baseedge is pivotally coupled to the right side panel 32 using one or morehinges that enable the right upper wing panel 64 to pivot relative to aright horizontal axis formed by the top edge of the right side panel 32.The hinges that pivotally couple the right upper wing panel 64 to thedeployable upper panel 60 along right axis enable the right upper wingpanel 64 and the deployable upper panel 60 to pivot relative to oneanother as the deployable fairing 16 moves between the fully retractedposition or configuration 18 and the fully extended position orconfiguration 20. In some implementations, the right upper wing panel 64is triangular in shape with a first edge that is adjacent, and pivotallycoupled, to the deployable upper panel 60 along the right leg, and asecond edge that is adjacent, and pivotally coupled, to the right sidepanel 32.

The lower horizontal panel assembly 28 includes a deployable lower panel80, a left lower wing panel 82, and a right lower wing panel 84. Thedeployable lower panel 80 may have two parallel, lateral sides (longerbase 86 b and shorter base) that extend in a lateral direction acrossthe width 10 e of the cab 10 c, 10 d. In some implementations, thelonger base of the deployable lower panel 80 is located proximate thecab 10 c, 10 d and forms a major edge that is pivotally coupled to thelower bar 50 or a part of the cab 10 c, 10 d. The hinges enable thedeployable lower panel 80 to rotate about the lower lateral axis thatextends in a lateral direction across the width 10 e of the back of thecab 10 c, 10 d, parallel to the longer base 86 and perpendicular to thedirection of travel during normal operation, as discussed below. In someimplementations, the deployable lower panel 80 may be shaped like atrapezoid but with one or more corners along the longer base cut off toform two additional short sides perpendicular to the longer base, asshown in FIG. 4 . Further in some implementations, the deployable lowerpanel 80 may be elongated at the shorter base thus forming two shortsides perpendicular to shorter base.

The deployable lower panel 80 may have two diagonal legs (left leg andright leg) that form diagonal axes (left axis and right axis) havingnon-zero acute angles with respect to the lower lateral axis and thelonger base of the deployable lower panel 80. The deployable lower panel80 is pivotally coupled to the left lower wing panel 82 along the leftaxis using one or more hinges along the left leg, and the deployablelower panel 80 is pivotally coupled to the right lower wing panel 84along the right axis using one or more hinges along the right leg. Thelower horizontal panel assembly 28 may further optionally be physicallycoupled to the upper horizontal panel assembly 26 using one or morecables, rods, or other links (not shown).

The left lower wing panel 82 has four sides, including a left side edgeand a shorter base. The longer base edge forms the outside left edge ofthe lower horizontal panel assembly 28 when the deployable fairing 16 isin the fully extended position 20. The left side edge 92 is pivotallycoupled to the left side panel 30 using one or more hinges that enablethe left lower wing panel 82 to pivot relative to a lower lefthorizontal axis that extends through the left side panel 30. The hingesthat pivotally couple the left lower wing panel 82 to the deployablelower panel 80 enable the left lower wing panel 82 to pivot relative tothe deployable lower panel 80 as the deployable fairing 16 moves betweenthe fully retracted position or configuration 18 and the fully extendedposition or configuration 20. In some implementations, the left lowerwing panel 82 is triangular in shape with a first edge that is adjacent,and pivotally coupled, to the deployable lower panel 80 along the leftleg, and a second edge that is adjacent, and pivotally coupled, to theleft side panel 30.

The right lower wing panel 84 is located opposite the left lower wingpanel 82 from a centerline formed in the middle of the deployable lowerpanel 80. The right lower wing panel 84 has four sides, including aright side edge 96. The right side edge 96 forms the outside right edgeof the lower horizontal panel assembly 28 when the deployable fairing 16is in the extended position 20. The longer base edge 96 is pivotallycoupled to the right side panel 32 using one or more hinges that enablethe right lower wing panel 84 to pivot relative to a lower righthorizontal axis that extends across the right side panel 32. The hingesthat pivotally couple the right lower wing panel 84 to the deployablelower panel 80 enable the right lower wing panel 84 and the deployablelower panel 80 to pivot relative to one another as the deployablefairing 16 moves between the fully retracted position or configuration18 and the fully extended position or configuration 20. In someimplementations, the right lower wing panel 84 is triangular in shapewith a first edge that is adjacent, and pivotally coupled, to thedeployable lower panel 80 along the right leg, and a second edge that isadjacent, and pivotally coupled, to the left side panel 30.

The left and the right side panels 30 and 32, respectively, are eachpivotally coupled to one or both of the upper and lower horizontal panelassemblies 26 and 28. The left side panel 30 and the right side panel 32pivot about vertical axes (left vertical axis and right vertical axis)that extend along or beside a proximal edge of the left side panel 30and a proximal edge of the right side panel 32, both relative to the cab10 c. In some implementations, neither the proximal edge of the leftside panel 30 nor the proximal edge of the right side panel 32 includesany hinges. In some such implementations, the left and the right sidepanels 30 and 32, respectively, are physically coupled to the othercomponents of the fairing system 12 only through the pivotal couplingswith the upper wing panels 62 and 64 of the upper horizontal panelassembly 26, and the lower wing panels 82 and 84 of the lower horizontalpanel assembly 28. In some implementations, the left and the right sidepanels 30 and 32, respectively, are physically coupled to the fairingsystem 12 only through the pivotal couplings with upper left wing panel62 and the right upper wing panel 64 of the upper horizontal panelassembly 26. Further, in such implementations, the fairing system 12 maynot have any vertical hinges between the deployable fairing 16 and thetractor 10 a or the cab 10 c, 10 d.

The left and the right side panels 30 and 32, respectively, each extendvertically with respect to the cab 10 c, 10 d when the deployablefairing 16 is both in the unextended or fully retracted or fullyun-deployed position or configuration 18 and in the fully extended orfully deployed position or configuration 20. When the deployable fairing16 is in the fully extended or fully deployed position 20, the left andthe right side panels 30 and 32 may be substantially parallel to thedirection of travel during normal operation and substantiallyperpendicular to the upper horizontal panel assembly 26, extendingrearwardly from the cab 10 c. In some implementations, the left and theright side panels 30 and 32 may alternatively be at a positive slope,slightly flaring out from vertical planes that extend rearwardly fromthe side of the cab 10 c, when the fairing system 12 is in the fullyextended or fully deployed position 20. When the deployable fairing 16is in the unextended or fully retracted or fully un-deployed position orconfiguration 18, the left and the right side panels 30 and 32 pivotinward toward the back of the cab 10 c to form a negative slope withrespect to a vertical plane that extends parallel to a direction oftravel during normal operation. In some implementations in which thedeployable fairing 16 is in the unextended or fully retracted or fullyun-deployed position or configuration 18, the left and the right sidepanels 30 and 32 may pivot into positions in which the left and theright side panels 30 and 32 each extend laterally along the width 10 eof the cab 10 c, to be substantially perpendicular to the direction oftravel during normal operation. When the deployable fairing 16 is in theintermediary position 22, the left and the right side panels 30 and 32may be substantially vertical with respect to the ground; in additionthe left and the right side panels 30 and 32 may be rotated inwardtowards the back of the cab 10 c by a certain angle (e.g., rotatedinward by about 45° from their respective locations in the extendedposition 20).

The actuator 36 is illustrated as piston and a cylinder. The cylindermay have an interior or chamber. The piston includes a piston head (notvisible) and piston arm coupled to the piston head. The piston head istranslatable received within the chamber of the cylinder, typically witha fairly tight tolerance. The piston head divides the chamber into twoportions, the volume of each portion varying inversely proportional toone another as the piston head translates back and forth with thechamber. One or more valves are selectively operable to control apressure in each portion of the chamber of the cylinder. Pressure maycome from a pressure source or reservoir via one or more fluidlycommunicative paths, e.g., lines or hoses. The piston and reservoir maybe pneumatic or hydraulic, and one or more compressors may maintain apressure in the reservoir. The compressor and/or reservoir may be adedicated part of the deployable fairing system, or may be part of thevehicle. Alternatively, the actuator 36 may take the form of one or moresolenoids or electric motors (e.g., stepper motor) along with a suitabletransmission (e.g., linkage). Where the deployable fairing 16 may assumean number of intermediate positions between the fully deployedconfiguration 20 and the fully retracted or fully un-deployedconfiguration 18, it may be particularly advantageous to employ asolenoid or electric motor as the actuator(s), for example via atransmission, as opposed to pneumatic or hydraulic actuators.

In some implementations, the left and right side panels 30 and 32 mayinclude one or more elastic or conformable portions that enable portionsof the left and the right side panels 30 and 32 to bend or to altertheir shape. For example, a left trailing edge 31 of the left side paneland a right trailing edge 33 of the right side panel 32 may be comprisedof an elastic or resilient, deformable or conformable material thatenables the trailing edges 31 and 33 to alter their shapes. Suchelastic, deformable material may extend the entire length of the leftand the right trailing edges 31 and 33. As a result, in suchimplementations, the left and the right side panels 30 and 32 of thedeployable fairing 16 may extend across the entire gap region 14 suchthat left and the right side panels 30 and 32 apply rearward forces tothe trailing edges 31 and 33, thereby engaging the trailing edges 31 and33 with corresponding, opposing edges of the trailer 10 b. Because theleft and the right trailing edges 31 and 33 are deformable orconformable, the shapes of each of the trailing edges 31 and 33 may bealtered to become complementary to the shapes of the opposing edges ofthe trailer 10 b when the trailing edges 31 and 33 are engaged with andpressed into the respective opposing edges of the trailer 10 b. Theelasticity of the trailing edges 31 and 33 further enables the vehicle10 to make minor turns, such as those that might be encountered inchanging lanes on a highway, by providing some flexibility and givebetween the left and the right side panels 31 and 33 and the trailer 10b. Some or all of a trailing edge 29 of the deployable upper horizontalpanel assembly may also be comprised of a deformable, elastic substanceto engage with the leading top edge of the trailer 10 b.

FIG. 5 is a top plan view of the deployable fairing system 12 showingthe right and left side panels 30 and 32 with a bent edge moving througha variety of configurations, from the fully deployed configuration 20 tothe fully retracted or fully un-deployed configuration 18 and aplurality of intermediate configurations therebetween, and betterillustrating a rotation of the left and the right side panels 30 and 32about vertical axes 102 and 104 (out of drawing sheet) and rotation ofthe deployable upper panel 60 about the upper lateral axis 47 (planarwith drawing sheet).

As the deployable fairing 16 transitions from the fully unextended orfully retracted or fully un-deployed configuration 18, the deployableupper panel 60 rotates about the upper lateral axis 47 such that theshort base 68 of the deployable upper panel 60 rotates successivelyupward and rearward in each of the intermediary stages 22 a, 22 b, and22 c shown in FIG. 9 until the deployable upper panel 60 is in asubstantially horizontal position when the deployable fairing 16 is inthe fully extended or fully deployed configuration 20, assuming that thedeployable fairing 16 is no constrained to one of the intermediateconfigurations. The upward and rearward transition of the short base 68of the deployable upper panel results in the short bases 75 and 77 ofthe left and the right upper wing panels 62 and 64, respectively,likewise rotating rearward and upward. This rotation, in turn, causesthe trailing edges of the left and the right upper wing panels 62 and 64to rotate rearward towards the trailer 10 b through the intermediaryconfigurations 22 a, 22 b, and 22 c until the left and the right upperwing panels 62 and 64 are in a substantially horizontal position whenthe deployable fairing 16 is in the fully extended configuration 20.

The rotation of the trailing edges 140 and 142 of the left and the rightupper wing panels 62 and 64 results in the rotation of the left and theright side panels 30 and 32 about the vertical axes 102 and 104,respectively. This rotation continues until the left and the right sidepanels 30 and 32 extend rearwardly from the back of the cab 10 c towardsthe trailer 10 b when the deployable fairing 16 is in the fully extendedconfiguration 20. In some implementations, the proximal edges 98 and 100of the left and the right side panels 30 and 32, respectively, areseparated by distances 160 and 162 from the vertical axes 102 and 104.

As further illustrated in FIG. 5 , it is possible to deploy the left andthe right side panels 30 and 32 about the vertical axes 102 and 104,respectively, to obtain a desired angle of attach with respect to adirection of travel. For instance, some implementations have sufficientflexibility that the one of the left or the right side panels 30 and 32can be hyper-extended as illustrated by broken line representation ofright side panel 32 a, which has a larger angle of attack as measuredalong a longitudinal axis than the solid line representation of theright side panel 32. At the same time, the left side panel asillustrated by broken line representation of right side panel 30 a has asmaller angle of attack as measured along the longitudinal axis than thesolid line representation of the left side panel 30. Thus, the overallstructure may not be symmetrical when viewed in the top plan view. Theability to change the angle of attack of the left and right panels 30,32 is particularly advantageous. For example, the angle of attack may bechanged in response to a crosswind (e.g., speed and/or direction) and/orprecipitation (e.g., amount and/or direction), thereby reducing theamount of wind and/or precipitation striking a front of the trailer andsignificantly increasing fuel economy and reducing engine wear. Whiledescribed as associated with flexibility, in some implementations thedeployable fairings may be hinged to facilitate the varied angle ofattack without there being any flexibility in the system and withouthyper-extension of the side panels.

FIGS. 6A and 6B, and show another type of deployable fairing system 1000with a deployable fairing 1002 shown in an extended or deployedconfiguration 1004, according to one illustrated implementation. In someimplementations, the deployable fairing system 1000 includes a staticD-gap panel 1006, upper horizontal panel assemblies 1008, left and rightside panels 1010 and 1012, respectively, and a center actuator 1014, aleft actuator 1016, and a right actuator 1018. In some implementations,the deployable fairing system 1000 may only include the center actuator1014. In some implementations, the deployable fairing system 1000 mayonly include the left actuator 1016 and the right actuator 1018. In someimplementations, one or more of the center actuator 1014, the leftactuator 1016, and/or the right actuator 1018 may be a respective pistonand cylinder pair. In some implementations, one or more of the centeractuator 1014, the left actuator 1016, and/or the right actuator 1018may be an electric motor or a solenoid.

The static D-gap panel 1006 is attached to the back of the cab 10 c, 10d and extends horizontally rearward towards the trailer 10 b. The staticD-gap panel 1006 may be physically coupled to the back of the cab 10 c,10 d via one or more elongated straps 1026 that extend rearward from thecab 10 c, 10 d towards the trailer 10 b. The static D-gap panel 1006 hasa D-shaped profile, with a minor edge 1020 proximate the back of the cab10 c, 10 d. The minor edge 1020 may be substantially straight in someimplementations. The static D-gap panel 1006 may have a major edge 1022opposing the minor edge 1020 that is distal to the cab 10 c, 10 d. Insome implementations, the length of the major edge 1022 may be greaterthan the length of the minor edge 1020. One or more side edges 1024 mayextend between the minor edge 1020 and the major edge 1022. Such one ormore side edges 1024 may meet one or both of the minor edge 1020 and themajor edge 1022 at a non-perpendicular angle. The static D-gap panel1006 may be used to accommodate various shapes and configurations forthe back of the cab 10 c, 10 d, thus enabling the deployable fairingsystem 1000 to be installed, for example, as a retrofit on existingtractors 10 a without creating a gap between the deployable fairingsystem 1000 and the back of the cab 10 c, 10 d. In some implementations,the deployable fairing system 1000 may not include the static D-gappanel 1006.

The proximal end of the center actuator 1014 is pivotally coupled to theback of the cab 10 c, 10 d with one or more center hinges 1028 thatenable the center actuator 1014 to pivot about a horizontal, lateralaxis 1030 that extends through the center hinges 1028 that couple thecenter actuator 1014 to the back of the cab 10 c, 10 d. The centeractuator 1014 rotates about the horizontal, lateral axis 1030 as thedeployable fairing 1002 moves between the retracted configuration 1100(FIGS. 11A and 11B) and the deployed configuration 1004. When thedeployable fairing 1002 is in the deployed configuration 1004, thedistal end of the center actuator 1014 is located upward and rearwardfrom the proximal end of the center actuator 1014, and is attached tothe upper horizontal panel assembly 1008 with one or more upper hinges1031. The upper hinges 1031 enable the center actuator 1014 and theupper horizontal panel assembly 1008 to rotate relative to each other asthe center actuator 1014 moves the deployable fairing 1002 between theretracted configuration 1100 and the deployed configuration 1004.

The upper horizontal panel assembly 1008 may include a deployable upperpanel 1032, a left upper wing panel 1034, and a right upper wing panel1036. The deployable upper panel 1032 may be shaped like a trapezoid,with two bases, or parallel sides, (leading edge 1038 and trailing edge1040) that extend in a lateral direction across the width 10 e of thecab 10 c. In some implementations, the deployable upper panel 1032 maybe shaped like a trapezoid but with one or more corners along the longerbase cut off to form two additional short sides. In someimplementations, the leading edge 1038 of the deployable upper panel1032 is located proximate the static D-gap panel 1006 and forms a majoredge that is pivotally coupled to the major edge 1022 of the staticD-gap panel 1006 using one or more hinges. The hinges enable thedeployable upper panel 1032 to rotate about an upper horizontal axis1042 that extends in a lateral direction across the width 10 e of thecab 10 c, parallel to the major edge 1022 and perpendicular to thedirection of travel during normal operation, as discussed below. Whenthe deployable fairing 1002 is in the deployed configuration 1004, thedeployable upper panel 1032 may extend rearwardly from the upperhorizontal axis 1042 and be titled relatively upward from the upperhorizontal axis 1042 in which the trailing edge 1040 of the deployableupper panel 1032 is positioned relatively above the leading edge 1038 ofthe deployable upper panel 1032. The two legs (left leg 1044 and rightleg 1046) of the deployable upper panel 1032 form axes (left axis 1048and right axis 1050) that have non-zero acute angles with respect to themajor edge 1022 and the upper horizontal axis 1042 of the deployableupper panel 1032. The left upper wing panel 1034 is pivotally coupled tothe deployable upper panel 1032 using one or more hinges that form theleft axis 1048 along the left leg 1044, and the right upper wing panel1036 is pivotally coupled to the deployable upper panel 1032 using oneor more hinges that form the right axis 1050 along the right leg 1046.

The left upper wing panel 1034 has a triangular profile with a distaledge 1052, an outside edge 1054, and an interior edge 1056. The outsideedge 1054 forms the outside left edge of the upper horizontal panelassembly 1008 when the deployable fairing 1002 is in the deployedconfiguration 1004. The outside edge 1054 may be pivotally coupled tothe left side panel 1010 using one or more hinges that enable the leftupper wing panel 1034 to pivot relative to a left horizontal axis 1058formed by the top edge of the left side panel 1010. The hinges thatpivotally couple the left upper wing panel 1034 to the deployable upperpanel 1032 along the left axis 1048 enable the left upper wing panel1034 and the deployable upper panel 1032 to pivot relative to oneanother as the deployable fairing 1002 moves between the retractedconfiguration 1100 and the deployed configuration 1004.

The right upper wing panel 1036 is located opposite the left upper wingpanel 1034 across the deployable upper panel 1032. The right upper wingpanel 1036 has a triangular profile with a distal edge 1060, an outsideedge 1062, and an interior edge 1064. The outside edge 1062 forms theoutside right edge of the upper horizontal panel assembly 1008 when thedeployable fairing 1002 is in the deployed configuration 1004. Theoutside edge 1062 may be pivotally coupled to the right side panel 1012using one or more hinges that enable the right upper wing panel 1036 topivot relative to a right horizontal axis 1066 formed by the top edge ofthe right side panel 1012. The hinges that pivotally couple the rightupper wing panel 1036 to the deployable upper panel 1032 along rightaxis 1050 enable the right upper wing panel 1036 and the deployableupper panel 1032 to pivot relative to one another as the deployablefairing 1002 moves between the retracted configuration 1100 and thedeployed configuration 1004.

The left and the right side panels 1010 and 1012, respectively, are eachpivotally coupled to the upper horizontal panel assembly 1008 along theleft axis 1048 and right axis 1050, respectively of the deployable upperpanel 1032. In some implementations, the left side panel 1010 may becoupled to a left hinge 1011 that is comprised of a base 1011 a and anarm 1011 b. The base 1011 a may be physically coupled to the back of thecab 10 c. As such, in some implementations, the left hinge 1011 may bethe only hinge that directly couples the left side panel 1010 to the cab10 c. In some implementations, the left side panel 1010 may rotatablycouple to the cab 10 c via multiple hinges. A proximal end of the arm1011 b of the left hinge 1011 may rotatably couple to the base 1011 aand rotate about a left vertical hinge axis 1068. A distal end of thearm 1011 b may be physically coupled to the left side panel 1010. Insome implementations, for example, the left side panel 1010 may bespaced along the arm 1011 b such that a proximal edge 1072 of the leftside panel 1010 is located at least two inches from the base 1011 a ofthe left hinge 1011. In some implementations, the left side panel 1010may be spaced along the arm 1011 b by a distance that is one-half inchmore than a length of the static cab fairing 17 that extends rearwardlyfrom the back of the cab 10 c. As such, the left side panel 1010 may betranslated away from the back of the cab 10 c and pivot about the leftvertical hinge axis 1068 when the deployable fairing 1002 transitions tothe deployed configuration 1004 from the retracted configuration 1100.In some implementations, a set of resilient shock absorbers 1011 d maybe interposed between the left side panel 1010 and the left hinge 1011to absorb impacts, such as, for example, may occur with bumpy road orwith objects hitting the left side panel 1010.

The right side panel 1012 may be coupled to a right hinge 1013 that iscomprised of a base 1013 a and an arm 1013 b. The base 1013 a may bephysically coupled to the back of the cab 10 c. As such, in someimplementations, the right hinge 1013 may be the only hinge thatdirectly couples the right side panel 1012 to the cab 10 c. In someimplementations, the right side panel 1012 may rotatably couple to thecab 10 c via multiple hinges. A proximal end of the arm 1013 b of theright hinge 1013 may rotatably couple to the base 1013 a and rotateabout a right vertical hinge axis 1070. A distal end of the arm 1013 bmay be physically coupled to the right side panel 1012. In someimplementations, for example, the right side panel 1012 may be spacedalong the arm 1013 b such that a proximal edge 1074 of the right sidepanel 1012 is located at least two inches from the base 1013 a of theright hinge 1013. In some implementations, the right side panel 1012 maybe spaced along the arm 1013 b by a distance that is one-half inch morethan a length of the static cab fairing 17 that extends rearwardly fromthe back of the cab 10 c. As such, the right side panel 1012 may betranslated away from the back of the cab 10 c and pivot about the rightvertical hinge axis 1070 when the deployable fairing 1002 transitions tothe deployed configuration 1004 from the retracted configuration 1100.In some implementations, a set of resilient shock absorbers 1013 d maybe interposed between the right side panel 1012 and the right hinge 1013to absorb impacts, such as, for example, may occur with bumpy road orwith objects hitting the right side panel 1012.

In some implementations, such as, for example, implementations in whicha plurality of hinges rotatably couple the deployable upper panel 1032,the left upper wing panel 1034, and the right upper wing panel 1036, thedeployable fairing 1002 may be kinematically over-constrained, but for acombined flexibility of the left side panel 1010 and/or the right sidepanel 1012. In such implementations, the left side panel 1010 and/or theright side panel 1012 may be comprised of a respective skin and frame,as discussed below. Such skins may be comprised of glass reinforcedplastic (e.g., polypropylene and glass fiber) that may be attached tothe frame. The frame may be comprised of one or more tubes.

Such vertical axes (left vertical axis 1068 and right vertical axis1070) may extend along or parallel to the proximal edge 1072 of the leftside panel 1010 and the proximal edge 1074 of the right side panel 1012,both relative to the cab 10 c. Such vertical axes (left vertical hingeaxis 1068 and right vertical hinge axis 1070) may be perpendicular tothe upper horizontal axis 1042 about which the deployable upper panel1032 rotates. In some implementations, the proximal edge 1072 of theleft side panel 1010 and the proximal edge 1074 of the right side panel1012 may be located away from the left vertical hinge axis 1068 and theright vertical hinge axis 1070, respectively. In some implementations,neither the proximal edge 1072 of the left side panel 1010 nor theproximal edge 1074 of the right side panel 1012 includes any hinges. Insome such implementations, the left and the right side panels 1010 and1012, respectively, are physically coupled to the other components ofthe fairing system 1000 only through the pivotal couplings with theupper left wing panel 1034 and right upper wing panel 1036 of the upperhorizontal panel assembly 1008. In some implementations, the left sidepanel 1010 and the right side panel 1012 may have no vertical hingesalong the respective proximal edges 1072 and 1074.

In some implementations, the left side panel 1010 may be rotatablytranslated and pivoted by the left actuator 1016. The proximal end ofthe left actuator 1016 may be pivotally coupled to the base 1011 a ofthe left hinge 1011 that is located proximate the back of the cab 10 c,10 d. This rotatable coupling to the base 1011 a of the left hinge 1011may enable the left actuator 1016 to pivot about a left actuatorvertical axis 1078 that extends vertically through the base 1011 a ofthe left hinge 1011. A distal end of the left actuator 1016 may becoupled to the arm 1011 b of the left hinge 1011 at a distance from thebase 1011 a. Thus, the left hinge 1011 and left actuator 1016 mayadvantageously form an integral unit, installable or replaceable as asingle unit. The left actuator 1016 rotates about the left actuatorvertical axis 1078 as the deployable fairing 1002 moves between theretracted configuration 1100 (FIGS. 11A and 11B) and the deployedconfiguration 1004, thereby applying an outward and rearward force onthe left side panel 1010 to translate and pivot the left side panel 1010away from the back of the cab 10 c. When the deployable fairing 1002 isin the deployed configuration 1004, the distal end of the left actuator1016 is located rearward and outward from the proximal end of the leftactuator 1016, and is attached to the arm 1011 b of the left hinge 1011and/or to the left side panel 1010 with one or more left side panelhinges 1080. The left side panel hinges 1080 enable the left actuator1016 to rotate relative to the arm 1011 b of the left hinge 1011 and/orto the left side panel 1010 as the deployable fairing 1002 moves betweenthe retracted configuration 1100 and the deployed configuration 1004. Insome implementations, the left actuator vertical axis 1078 may beco-located with the left vertical hinge axis 1068. In someimplementations, such as that shown in FIGS. 6A and 6B the left actuatorvertical axis 1078 may be offset from the left vertical hinge axis 1068.In some implementations, the left actuator 1016 may be directly,rotatably, physically coupled to either or both of the back of the cab10 c and/or the left side panel 1010.

In some implementations, the right side panel 1012 may be rotatablytranslated and pivoted by the right actuator 1018. The proximal end ofthe right actuator 1018 is pivotally coupled to the base 1013 a of theright hinge 1013 that is located proximate the back of the cab 10 c, 10d that enables the right actuator 1018 to pivot about a right actuatorvertical axis 1084 that extends through the right hinge 1013. A distalend of the right actuator 1018 may be coupled to the arm 1013 b of theright hinge 1013 at a distance from the base 1013 a. Thus, the righthinge 1013 and right actuator 1018 may advantageously form an integralunit, installable or replaceable as a single unit. The right actuator1018 rotates about the right actuator vertical axis 1084 as thedeployable fairing 1002 moves between the retracted configuration 1100(FIGS. 11A and 11B) and the deployed configuration 1004, therebyapplying an outward and rearward force on the right side panel 1012 totranslate and pivot the right side panel 1012 away from the back of thecab 10 c. When the deployable fairing 1002 is in the deployedconfiguration 1004, the distal end of the right actuator 1018 is locatedrearward and outward from the proximal end of the right actuator 1018,and is attached to the arm 1013 b of the right hinge 1013 and/or to theright side panel 1012 with one or more right side panel hinges 1086. Theright side panel hinges 1086 enable the right actuator 1018 and theright side panel 1012 to rotate relative to each other as the deployablefairing 1002 moves between the retracted configuration 1100 and thedeployed configuration 1004. In some implementations, the right actuatorvertical axis 1084 may be co-located with the right vertical hinge axis1070. In some implementations, such as that shown in FIGS. 10A through10E the right actuator vertical axis 1084 may be offset from the rightvertical hinge axis 1070. In some implementations, the right actuator1018 may be directly, rotatably, physically coupled to either or both ofthe back of the cab 10 c and/or the right side panel 1012.

The left and the right side panels 1010 and 1012, respectively, eachextend vertically with respect to the cab 10 c, 10 d when the deployablefairing 1002 is both in the unextended or retracted or un-deployedconfiguration 1100 and in the extended or deployed configuration 1004.When the deployable fairing 1002 is in the deployed configuration 1004,the left and the right side panels 1010 and 1012 may be substantiallyparallel to the direction of travel during normal operation andsubstantially perpendicular to the upper horizontal panel assembly 1008,extending rearwardly from the cab 10 c. In some implementations, theleft and the right side panels 1010 and 1012 may alternatively be at apositive slope, slightly flaring out from vertical planes that extendrearwardly from the side of the cab 10 c, when the deployable fairing1002 is in the deployed configuration 1004. As such, the left side panel1010 and the right side panel 1012 may taper outwardly in a directiongoing from a front of the fairing system 1000 toward a rear of thefairing system 1000. When the deployable fairing 1002 is in theretracted configuration 1100, the left and the right side panels 1010and 1012 pivot into the back of the cab 10 c to extend laterally withrespect to the cab 10 c, to be substantially perpendicular to thedirection of travel during normal operation. In some implementations,the left and the right side panels 1010 and 1012 may be rotated inwardtowards the back of the cab 10 c by a certain angle (e.g., rotatedinward by about 45° from their respective locations in the deployedconfiguration 1004).

In some implementations when the deployable fairing 1002 is in thedeployed configuration 1004, the left side panel 1010 and the right sidepanel 1012 may taper outwardly in a direction going from a front of thefairing system 1000 toward the rear of the fairing system, and at thesame time, the deployable upper panel 1032 may be titled relativelyupward from the upper horizontal axis 1042 in which the trailing edge1040 of the deployable upper panel 1032 is positioned relatively abovethe leading edge 1038 of the deployable upper panel 1032. In such animplementation, an area enclosed by a perimeter defined by thedeployable upper panel 1032, the left side panel 1010, and the rightside panel 1012 distal from the front of the fairing system 1000 may begreater than an area enclosed by a perimeter defined by the deployableupper panel 1032, the left side panel 1010, and the right side panel1012 proximate the front of the fairing system 1000.

FIG. 7 shows a vehicle in the form of a trailer 10 b having a deployablefairing 700 attached to a rear or back 702 of the trailer 108 baccording to one illustrated implementation, the deployable fairing 700in a fully retracted or fully un-deployed configuration. FIG. 8 showsthe trailer 10 b of FIG. 7 with the deployable fairing 700 in a fullyextended or fully deployed configuration.

The trailer 10 b may, for example include a pair of doors 704 a, 704 bat the rear or back 702 of the trailer 10 b, which selectively provideaccess to an interior of the trailer 10 b from an exterior thereof. Thedeployable fairing 700 should accommodate any doors 704 a, 704 b. Forexample, the deployable fairing 700 may be provided in to distinctsections 700 a, 700 b, each of which can pivot or swing open and closedabout respective axes with a respective one of the doors 704 a, 704 b.Alternatively, the entire deployable fairing 700 may be mounted to pivotor swing about a single axis.

While generally illustrated in a fully retracted or fully un-deployedconfiguration (FIG. 7 ) and in a fully extended or fully deployedconfiguration (FIG. 8 ), the deployable fairing 700 can be placed in aplurality of intermediate configurations between the fully retracted orfully un-deployed configuration (FIG. 7 ) and the fully extended orfully deployed configuration. One such intermediate configuration isillustrated via broken line 706 (FIG. 8 ).

FIGS. 9A and 9B show a hinge 1800 comprised of a base 1806 and an arm1810 along with a hinge actuator 1802 in which a proximal end 1804 ofthe hinge actuator 1802 is rotatably coupled to the base 1806 and anopposing distal end 1808 of the hinge actuator 1802 is rotatably coupledto a portion of the arm 1810, according to at least one illustratedimplementation. The base 1806 of the s hinge 1800 may be physicallycoupled to the back of the cab 10 c along a first surface 1812, viabolts, rivets, screws, or other similar physical coupling components. Aproximal end 1814 of the arm 1810 may rotatably couple to the base 1806and rotate about a vertical hinge axis 1816. A distal end 1818 of thearm 1810 may physically couple to a panel or portion of a frame. In someimplementations, such coupling may occur via one or more couplingfeatures 1820 spaced along the arm 1810 in which the coupling features1820 may be, for example, one or more posts that extend outward from thearm 1810 to engage with corresponding apertures on the panel or portionof a frame, thereby physically coupling the arm 1810 with the panel orframe member. In some implementations, coupling features 1820 may bespaced along the arm 1810 such that a proximal edge of the panel islocated at least two inches from the associated base 1806. In someimplementations, the coupling features 1820 may be spaced along the arm1810 such that a proximal end of the panel is separated from the staticcab fairing 17 by a distance of at least one-half inch. As such, thehinge 1800 may translate and pivot the side panel away from the back ofthe cab 10 c about the vertical hinge axis 1816 when the deployablefairing system transitions to the deployed configuration from theretracted configuration.

The arm 1810 and the attached panel or portion of a frame may berotatably translated and pivoted by the associated hinge actuator 1802.For example, a proximal end 1804 of the hinge actuator 1802 may bepivotally coupled to the base 1806 that is located proximate the back ofthe cab 10 c, 10 d via one or more hinges 1822. In some implementations,the one or more hinges 1822 may include a sleeve that extends from afirst side 1826 of the base 1806 through an aperture on the proximal end1804 of the hinge actuator 1802 to an opposing second side of the base1806. Such a sleeve 1824 may be held in place by a screw that extendsbetween and secured at the first side 1826 and the second side of thebase 1806. This rotatable coupling to the base 1806 may enable the hingeactuator 1802 to pivot about an actuator vertical axis that extendsvertically through the base 1806. A distal end 1808 of the hingeactuator 1802 may be coupled to a portion of the arm 1810 with one ormore hinges 1832 at a distance from the base 1806. Such hinges 1832enable the actuator 1802 and the arm 1810 to rotate relative to eachother as the base 1806 rotates between a fully deployed configurationand a fully retracted configuration with a plurality of intermediateconfigurations therebeween.

In some implementations, the actuator 1802 may include a housing 1802 aand an extendable arm 1802 b. When the side panel hinge 1800 is in thefully retracted or fully un-deployed configuration (FIG. 18B), at leastsome of the extendable arm 1802 b may be contained within the housing1802 a. To transition the hinge 1800 to the fully deployed configurationor an intermediate configuration (e.g., partially deployedconfigurations), the actuator 1802 may extend the extendable arm 1802 bfrom the distal end 1808 of the actuator 1802, thereby applying anoutward and rearward force on the distal end 1818 of the arm 1810 thatresults in the distal end 1818 of the arm 1810 and the attached panel orframe member translating and pivoting away from the back of the cab 10 cor trailer. When the hinge 1800 is in the fully deployed configuration,the extendable arm 1802 b may have been laterally translated fully outof one end of the housing 1802 a to increase a length of the actuator1802. In some implementations, when the hinge 1800 is in the fullydeployed configuration, the distal end 1808 of the actuator 1802 may belocated rearward and outward from the proximal end 1804 of the actuator1802. In some implementations, one or more positional sensors may beplaced along a direction of travel of the actuator 1802 and/or withinthe actuator 1802. Such positional sensors may include, for example,Reed switches position encoders, rotary encoders, that may be used toindicate the positions of the components being pivoted, translated, orotherwise moved by the actuators 1802. In some implementations, multiplepositional sensors may be placed within the actuator 1802. Such signalsfrom multiple positional sensors may be used to determine a rate oftravel of the component(s) being moved by the actuator 1802.

FIG. 10 shows a control subsystem 2100 for a deployable fairing systemaccording to one illustrated embodiment.

The control subsystem 2100 is configured to automatically selectivelymove a deployable fairing 16 between a fully un-deployed or fullyunextended configuration and a fully deployed or fully extendedconfiguration, and optionally one or more partially deployed orintermediate configurations based on one or more conditions (e.g., speedof vehicle, location of vehicle, presence or absence of any obstacles inpath of deployment, wind speed and/or wind direction, and/or temperaturein an ambient environment.

The control subsystem 2100 may include a controller 2102. The controller2102 may include one or more hardware or circuitry based processors(e.g., microprocessor, digital signal processor, programmable gatearray, application specific integrated circuit, microcontroller) 2104.The controller 2102 may include one or more processor-readable media forexample memories or other storage mediums. For example, the controller2102 may include read only memory 2106 and/or random access memory 2108.The memories 2106, 2108 may store processor executable instructions thatcause the processor 2104 to assess speed, location, or one or morethresholds, and to control a configuration or position of the deployablefairing 16 in response thereto.

The controller 2102 may include one or more busses 2110 coupling theprocessor 2104 and memories 2106, 2108. For example, the controller 2102may include a power bus, instruction bus, data bus, address bus, etc.The busses may also provide signal paths to communicate with otherdevices or elements of the control subsystem 2100. The control subsystem2100 may also include one or more digital-to-analog (D/A) converters2110 to convert digital signals from the processor 2104 into an analogform suitable to drive certain components. The control subsystem 2100may also include one or more analog-to-digital (A/D) converters 2112 toconvert analog signals from certain components into a digital formsuitable for processing by the processor 2104.

The control subsystem 2100 may include one or more actuators 2114operable to move the deployable fairing 16 between the fully un-deployedor fully retracted or fully unextended configuration and the fullyextend or a fully deployed configuration, and optionally into any one ormore of a number of partially deployed or partially extendedconfigurations between the fully un-deployed and fully deployedconfigurations. As previously explained, the actuator(s) 2114 may, forexample, take the form of a piston/cylinder pair 2114 a, a solenoid 2114c, and/or an electric motor (e.g., stepper motor) 2114 c. In addition,at least one valve 2126 may be attached to or incorporated into theactuator 2114, e.g., a piston cylinder 2114 a. The valve 2126 may be amechanical control valve, a solenoid, or other like device that canselectively vent the actuator 2114 or provide a fluid (e.g., air,hydraulic fluid) under an elevated pressure. In the event of an error ora loss of power, the valve 2126 can be biased in the event of a powerloss to deactivate the actuator 2114 such as, for example, by ventingthe air within a pneumatic actuator or hydraulic fluid. In thissituation, the components of the deployable fairing 16 default toreturning to the fully retracted or fully unextended configuration 18 asa result of the components of the deployable fairing 16 applying adownward force to the deactivated actuator 2114. In someimplementations, the control subsystem 2100 may control the actuator2114 (e.g., the left actuator 1011), such as through controlling a fluidsupply, to cause the actuator 2114 to retract the left side panel 1010to elastically deform the left side panel 1010 without causing plasticdeformation to the left side panel 1010 or the deployable upper panel1032. In some implementations, the control subsystem 2100 may controlthe actuator 2114 (e.g., the right actuator 1018), such as throughcontrolling a fluid supply, to cause the actuator 2114 to retract theright side panel 1012 to elastically deform the right side panel 1012without causing plastic deformation to the right side panel 1012 or thedeployable upper panel 1032.

The valve 2126 may biased to deactivate the actuator 2114 in variousconditions, resulting in the components of the deployable fairing 16automatically returning to the fully retracted or fully unextendedconfiguration 18. Such conditions may arise, for example, in the eventof a power loss to the vehicle 10 or to the deployable fairing system12, or in the event that the deployable fairing system 12 is unable tocommunicate with the rest of the control subsystem 2100, including theprocessor 2104. In addition, such conditions may arise when one or moregauges or sensors indicate a potentially unsafe operating condition.Additionally or alternatively, some conditions may indicate that it maybe efficient or desirable to transition the deployable fairing 16 into apartially deployed or partially extended (i.e., intermediate)configuration, for example as explained elsewhere herein.

The control subsystem 2100 may include one or more speed sensors 2116,which provide signals indicative or representative of a speed of thevehicle to the processor(s) 2104, either directly or indirectly. Thespeed sensor 2116 (e.g., rotational encoder, Reed switch) may be anintegral part of the vehicle 10 as manufactured by the vehiclemanufacturer, used as part of the speedometer of the vehicle 10.Alternatively, the speed sensor 2116 may be added later, e.g. as aretrofit. In some implementations, the speed sensor 2116 is a dedicatedpart of the control subsystem 2100 and is unrelated to, or not part of,the conventional feedback system (e.g., speedometer) of the vehicle 10.

The processor(s) 2104 may receive signals indicative or representativeof speed from an on-board computer 2118 associated with the vehicle 10.Such on-board computers are commonly referred to as a black box. Theseon-board computers track various parameters of operation such as speed,distance, total time, elapsed time, and/or location. The on-boardcomputers are typically an after-market device added to the vehicle 10after manufacture of the vehicle 10.

The processor(s) 2104 may receive signals indicative or representativeof speed from a global positioning system (GPS) receiver 2120. The (GPS)receiver 2120 may determine location information indicative orrepresentative of a current location of the vehicle 10. The processormay be configured to associate the location information with aparticular road or section of road, and hence with a posted speedlimited or expected speed of travel for the vehicle 10. For example, theprocessor 2104 may be configured to determine whether the vehicle 10 ison a highway or a surface street based on the location information.

The processor(s) 2104 may receive signals indicative or representativeof speed or location from a wireless receiver 2122. The wirelessreceiver 2122 may be part of the control subsystem 2100, or may be adedicated part of the vehicle 10. The wireless receiver 2122 maydetermine speed information or location information indicative orrepresentative of a current speed or location of the vehicle 10. Forexample, the wireless receiver 2122 may receive information indicatingthat the vehicle 10 is at an entrance ramp or exit ramp of a highway, orat a toll booth or toll plaza associate with an entrance or exit of ahighway. Additionally, or alternatively, the information may indicateanother location along a high way or surface street. The locationinformation may itself be indicative or representative of a postedspeed. Additionally or alternatively, the received information mayprovide a measure of the actual speed of the vehicle 10, for example asmeasured by radar or laser speed sensors positioned along the road. Theprocessor may be configured to associate the location information with aparticular road or section of road, and hence with a posted speed limitor expected speed of travel for the vehicle 10. For example, theprocessor 2104 may be configured to determine whether the vehicle 10 ison a highway or surface street based on the location information.

Additionally, the control subsystem 2100 may include one or morepositional or orientation sensors 2124 which provides signals to the oneor more processor(s) 2104 indicative or representative of the currentpositions or orientations of one or more components of the deployablefairing 16, such as, for example, the upper and lower horizontal panelassemblies 26 and 28, respectively, and the left and right side panels30 and 32, respectively. The positional or orientation sensors 2124 maybe, for example, a proximity sensor, a Reed switch, a positionalencoder, a rotational encoder, an optical encoder, or other like devicethat can sense the position or orientation of one or more components inthe deployable fairing 16. The processor(s) 2104 may be configured todetermine a correct position or orientation for each of the componentsof the deployable fairing 16 in each of various configurations (e.g.,fully retracted or fully unextended configuration 18, intermediateconfigurations 22, and fully deployed or fully extended configuration20). The processor(s) 2104 may further be configured compare the currentposition or orientations for each component of the deployable fairing 16as indicated by the signals received from the positional or orientationsensors 2124 with the expected configuration or position for eachcomponent of the deployable fairing 16 to identify a potential errorcondition. Such an error condition may arise, for example, if thecurrent configuration or position or orientation of one or more of thecomponents of the deployable fairing 16 differs from the expectedconfiguration or position or orientation for the one or more components.In some implementations, a time out period, such as may be stored inmemories 2106, 2108, may be used to determine if the deployable fairing16 has successfully transitioned from the fully retracted or un-deployedconfiguration 18 to the fully extended or fully deployed configuration20 or some intermediate configuration therebetween. If the processor2104 determines that such an error condition exists (e.g., thepositional sensors 2124 indicate that one or more components of thedeployable fairing 16 have not reached the expected positions ororientations in the fully or partially deployed configuration 20 withinthe timeout period), the processor may transition the deployable fairing16, if necessary, into the fully retracted or full un-deployedconfiguration 18.

The control subsystem 2100 may include one or more object sensors 2132positioned and oriented to monitor regions in which a deployable fairingwill deploy (i.e., deployed region), or alternatively encompass, when inthe fully deployed or fully extended configuration. The deployed regionmay in some instances encompass or be encompassed by a gap regionbetween two coupled vehicles (e.g., coupled tractor trailercombination). The deployed region may in some instances only thosevolumes in which a portion of the deployable fairing will reside whenfully deployed or fully extended, for instance omitting a large centralvolume the is encompassed by the fully deployed fairing but which nofairing structure will reside. This allows a more refined determinationof whether or not full deployment of the deployable fairing may cause acollision with some obstacle (e.g., structure on the trailer), wherecollision may result in damage to the fairing or even to the object orobstacle.

The object sensor(s) 2132 are communicatively coupled to provide signalsto the processor(s) 2104, either directly or directly, indicative orrepresentative of whether there is an object or obstacle in the deployedregion. In some implementations the object sensors will determinewhether an object or obstacle is present or absent from the deployedregion. In some implementations the processor(s) 2104 will determinewhether an object or obstacle is present or absent from the deployedregion.

The object sensor(s) 2132 can any of a variety of forms. For example,the object sensor(s) 2132 can include any one or more of: distancesensors 2132 a, proximity sensors 2132 b, image sensors 2132 c. Distancesensors may, for example, include one or more of: laser range finders,distance measuring devices or sensors. Proximity sensors may, forexample, include one or more of: ultrasonic sensors, capacitive sensors,photoelectric sensors, inductive sensors or a magnetic sensors. Imagesensors may, for example, include single digital cameras, binoculardigital cameras, Vidicons, CMOS based image sensors, etc. It may beadvantageous in some implementations to include at least one sensor of afirst type of sensor and at least one sensor of a second type of sensor,the second type of sensor different from the first type of sensor.

The control subsystem 2100 may include one or more environmentalsensors.

For example, the control subsystem 2100 may include one or more windsensors 2134 a, 2134 b that detect wind speed, relative wind directionor both. The wind sensors 2134 a, 2134 b are communicatively coupled toprovide signals to the processor(s) 2104 indicative or representative ofwind speed (e.g., magnitude) and/or relative wind direction (e.g., crosswind relative to the vehicle). In some implementations, the wind sensors2134 a, 2134 b determine the wind speed and the wind direction andprovide that information to the processor(s) 2104. In otherimplementations, the processor(s) 2104 determines the wind speed and/orthe wind direction from information provided by the wind sensors 2134 a,2134 b.

For example, the control subsystem 2100 may include one or moretemperature sensors 2136 position to determine a temperature in anambient environment in which the vehicle is operating. The temperaturesensors can take a variety of forms, for example thermocouples. Thetemperature sensors 2136 are communicatively coupled to provide signalsto the processor(s) 2104 indicative or representative of temperature. Insome implementations, the temperature sensors 2136 determines thetemperature and provides that information to the processor(s) 2104. Inother implementations, the processor(s) 2104 determines the temperaturefrom information provided by the temperature sensors 2136.

For example, the control subsystem 2100 may include one or moreprecipitation sensors 2137 position to determine an amount and/ordirection of precipitation in an ambient environment in which thevehicle is operating. The precipitation sensors can take a variety offorms, for example rain gauges, rain sensors such as those onwindshields used to activate automatic windshield wipers, radiosreceiving weather reports. The precipitation sensors 2137 arecommunicatively coupled to provide signals to the processor(s) 2104indicative or representative of precipitation. In some implementations,the precipitation sensors 2137 determines whether there isprecipitation, and amount of the precipitation and/or a direction of theprecipitation and provides that information to the processor(s) 2104. Inother implementations, the processor(s) 2104 determines theprecipitation from information provided by the precipitation sensors2137.

In one implementation, the processor(s) 2014 determine or selects aconfiguration for the deployable fairing. The configuration can be fullyretracted or fully un-deployed, fully extended or fully deployed, or oneor more intermediate configurations between the fully retracted or fullyun-deployed and the fully extended or fully deployed configurations. Theprocessor(s) 2014 the provide control signals, directly or indirectly,to control one or more actuators 2114. For example, the processor(s)2014 may provide control signals directly to an interface of theactuator(s) 2114 or one or more controllers or drivers (e.g., motorcontroller) dedicated to controlling or driving the actuator(s) 2114. Inresponse to the control signals, the actuator(s) 2114 move thedeployable fairing into the determined or selected configuration. Forinstance, the actuator(s) 2114 may move the deployable fairing into oneof the intermediate configurations and stop in the intermediateconfiguration, at least until a further assessment is made by theprocessor(s) 2014.

The processor(s) 2014 may use any one or more of a variety ofinformation to determine or selects a configuration for the deployablefairing. The information will typically include information related tofuel efficiency, safety, and various other factors or conditions. A fewof these are set out below as examples.

In at least one implementation, the processor(s) 2014 use informationfrom the object sensor(s) 2132 to determine whether the deploymentregion has any objects or obstacles that would hinder deployment or evenresult in damage. Such may be assessed for example before the start of atrip, for instance when a trailer is coupled to a tractor. This approachadvantageously allows the system to accommodate various styles oftrailer (e.g., reefer). Additionally or alternatively, such may beassessed one or more times during a trip, for instance periodically orin response to a change in conditions. This approach advantageouslyallows the system to accommodate any travel in the fifth wheel.

If the processor(s) determines that any object or obstacle is present,the processor can determine that deployment of the deployable fairingshould either be prevented or limited to an intermediate configuration.Such determination may be based at least in part on a position orlocation of the object or obstacle. Deployment into an intermediateconfiguration means moving the deployable fairing to the intermediateconfiguration, or leaving the deployable fairing in the intermediateconfiguration, and stopping the deployment in the intermediateconfiguration. This is to distinguish over simply transitorily passingthrough an intermediate configuration while deploying to the fullydeployed or fully retracted configurations.

In some implementations, the presence or absence of an object orobstacle in the deployment region is the only factor considered indetermining whether to deploy the deployable fairing and into whichconfiguration the deployable fairing will be deployed. Thus, theprocessor(s) 2014 may determine to deploy the deployable fairing to anintermediate configuration that places a distal end of the deployablefairing close, but short of the object or obstacle, for example leavinga safety margin to limit or eliminate the chance of damage.

In some implementations, the determination may take into account avariety of other factors in addition or in lieu of the presence orabsence of an object or obstacle in the deployment region. The factorsmay, for example, include various factors related to enhancing fuelefficient or safety. Factors may include vehicle speed, vehicle brakingor change in vehicle speed, wind speed, wind direction and/ortemperature in the ambient environment.

For example, a speed sensor 2116, discussed herein, may provide a signalindicating that the vehicle 10 is traveling at a relatively high speed,such as may occur when the vehicle 10 is traveling over a highway orfreeway. Alternatively, the processor(s) 2104 may rely on locationinstead of, or in addition to, vehicle speed in determining whether todeploy the deployable fairing. In this situation, the processor(s) 2104may determine if the speed indicated by the signal from the speed sensor2116 falls above a threshold speed value stored in memories 2106, 2108or whether a present location corresponds to a highway versus a surfacestreet. If the speed is above the threshold or the location correspondsto a highway, the processor(s) 2104 determines to deploy the deployablefaring. The extent of deployment may depend solely on the speed, or maydepend on whether an object or obstacle is present in the deploymentregion, and/or may depend on other factors. Where the extent ofdeployment is based either solely on the vehicle speed or partially onthe vehicle speed, the processor(s) 2104 may tend to selectconfigurations that are more fully deployed as the speed increases. Thepresence of an object or obstacle in the deployment region may limit theselection. Further, there may be vehicle speeds at which anything lessthan full deployment would not be allowed, for instance at vehiclesspeeds that are so fast the deployment at an intermediate configurationcould result in instability of the vehicle or damage to the deployablefairing.

The processor(s) 2104 sends signals to control the valve 2126 toactivate the actuator 2114 to deploy the deployable faring into theselected configuration (e.g., fully deployed configuration,alternatively into an intermediate configuration, fully retractedconfiguration). In these modes of operation, the processor(s) 2014 mayperform a real-time assessment of whether there is an object or obstaclein the deployment region, and/or may rely on a previously storedassessment, for instance an assessment when a trailer is first coupledto a tractor.

Also for example, the speed sensor 2116, discussed herein, may provide asignal indicating that the vehicle 10 is traveling at a low speed, suchas may occur when the vehicle 10 is traveling over surface streets.Alternatively, the processor(s) 2104 may rely on location, determiningthat the vehicle is on a surface street or not on a highway or freeway.In this situation, the processor 2104 may determine if the speedindicated by the signal from the speed sensor 2116 falls below athreshold speed value stored in memories 2106, 2108. If the vehiclespeed is below the threshold speed or the current position indicatesthat the vehicle is on a surface street or parking lot, then the valve2126 may be used to cause the actuator 2114 to fully retract thedeployable fairing to the fully retracted configuration or partiallyretract the deployable fairing to one of the intermediateconfigurations.

The processor 2104 may optionally receive signals from various othersensors that result in the valve 2126 being used to deactivate thedeployable fairing 16, such as signals from a cross wind sensor 2128indicating that the speed of a cross wind exceeds a cross windthreshold, or signals from a temperature sensor 2130 indicating atemperature of the environment around the actuator 2114 that falls belowa low temperature threshold or exceeds a high temperature threshold, anamount and/or direction of precipitation exceeds a precipitationthreshold. The processor(s) 2104 may determine whether to deploy and toselect a configuration based solely or partially on any one or more ofwind speed, wind direction, temperature, amount of precipitation and/ordirection of precipitation in the ambient environment. In someimplementations, the processor(s) 2104 may use the valve 2126 toactivate or deactivate the actuator 2114.

In each instance, the processor(s) 2104 may determine to not deploy thedeployable fairing or to move the deployable fairing to the fullyretracted or fully un-deployed configuration is an objector or obstacleis present in the deployment region. Alternatively, the processor(s)2104 may determine which intermediate configuration is safe in light ofthe presence of an object or obstacle in the deployment region, andsends signals to one or more actuators to deploy the deployable faringto the identified intermediate configuration.

The processor(s) 2104 determines which configuration is safe andefficient, and sends signals to one or more actuators to deploy thedeployable faring to the selected configuration. Where the selectedconfiguration is one of the intermediate configurations, theprocessor(s) 2104 stop the deployable fairing in the identifiedintermediate configuration, at least until a subsequent assessment. Asubsequent assessment may occur periodically, or may occur in responseto a change in conditions (e.g., change in vehicle speed, change in windspeed, change in wind direction, change in temperature, change inprecipitation, appearance or disappearance of an object or obstacle inthe deployment region).

Whether independent of object or obstacle presence or absence orindependent of vehicle speed or in conjunction with vehicle speed, theprocessor(s) 2104 may determine to deploy the deployable fairing into aselect configuration in response to wind speed, wind direction and/ortemperature in the ambient environment. In each instance, theprocessor(s) 2104 may sense control signals to one or more actuators2114 to cause the deployable fairing to move to, or remain in, theselected configuration (e.g., fully retracted or fully un-deployedconfiguration, fully extended or fully deployed configuration,intermediate configuration between the fully retracted or fullyun-deployed configuration and the fully extended or fully deployedconfiguration), and to stop in the selected configuration at least untila subsequent assessment occurs.

The above description of illustrated embodiments, including what isdescribed in the Abstract, is not intended to be exhaustive or to limitthe embodiments to the precise forms disclosed. Although specificembodiments of and examples are described herein for illustrativepurposes, various equivalent modifications can be made without departingfrom the spirit and scope of the disclosure, as will be recognized bythose skilled in the relevant art. The teachings provided herein of thevarious embodiments can be applied to other systems and vehicles, notnecessarily the exemplary automatic gap closing system on atractor-trailer combination generally described above. For example, agap closing system may be employed between two trailers, or between alocomotive and a car of a train, and/or between cars of a train. Alsofor example, the automatic gap closing system may be an integral part ofone of the vehicles as the vehicle is manufactured or sold.Alternatively, the automatic gap closing system may be an aftermarketproduct, installed in one of the vehicles after manufacture or sale ofthe vehicle. The methods described herein may include additional acts,omit some acts, and/or perform some acts in a different order. One ormore thresholds may be employed.

The foregoing detailed description has set forth various embodiments ofthe devices and/or processes via the use of block diagrams, schematics,and examples. Insofar as such block diagrams, schematics, and examplescontain one or more functions and/or operations, it will be understoodby those skilled in the art that each function and/or operation withinsuch block diagrams, flowcharts, or examples can be implemented,individually and/or collectively, by a wide range of hardware, software,firmware, or virtually any combination thereof. In one embodiment, thepresent subject matter may be implemented via Application SpecificIntegrated Circuits (ASICs). However, those skilled in the art willrecognize that the embodiments disclosed herein, in whole or in part,can be equivalently implemented in standard integrated circuits, as oneor more computer programs running on one or more computers (e.g., as oneor more programs running on one or more computer systems), as one ormore programs running on one or more controllers (e.g.,microcontrollers) as one or more programs running on one or moreprocessors (e.g., microprocessors), as firmware, or as virtually anycombination thereof, and that designing the circuitry and/or writing thecode for the software and or firmware would be well within the skill ofone of ordinary skill in the art in light of this disclosure.

In addition, those skilled in the art will appreciate that themechanisms taught herein are capable of being distributed as a programproduct in a variety of forms, and that an illustrative embodimentapplies equally regardless of the particular type of physical signalbearing media used to actually carry out the distribution. Examples ofsignal bearing media include, but are not limited to, the following:recordable type media such as floppy disks, hard disk drives, CD ROMs,digital tape, and computer memory.

The contents of U.S. patent application Ser. No. 12/563,426;International patent application PCT/US2017/063728; U.S. patentapplication Ser. No. 16/294,719, filed Mar. 6, 2019 and entitled“DEPLOYABLE FAIRING SYSTEM FOR USE WITH VEHICLES” (Atty. Docket No.170170.403/444234); and U.S. Patent Application No. 62/814,725, filedMar. 6, 2019 and entitled “DEPLOYABLE FAIRING SYSTEM FOR USE WITHVEHICLES”, are each incorporated herein by reference in theirentireties.

The various embodiments described above can be combined to providefurther embodiments. Aspects of the embodiments can be modified, ifnecessary, to employ systems, circuits and concepts of the variouspatents, applications and publications identified herein to provide yetfurther embodiments.

These and other changes can be made to the embodiments in light of theabove-detailed description. In general, in the following claims, theterms used should not be construed to limit the claims to the specificembodiments disclosed in the specification and the claims, but should beconstrued to include all possible embodiments along with the full scopeof equivalents to which such claims are entitled. Accordingly, theclaims are not limited by the disclosure.

1. A deployable fairing system, comprising: a deployable fairing whichis deployable across a gap region between a rear of a cab of a tractorand a vertically extending front of a trailer, deployable fairing whichis deployable into a plurality of fairing configurations from a fullyretracted configuration to a fully deployed configuration, and at leastone intermediate configuration between the fully retracted configurationand the fully deployed configuration; at least one actuator drivinglycoupled to move the deployable fairing into the plurality of fairingconfigurations; at least one sensor responsive to a presence or anabsence of one or more of a cooling unit, a heating unit or a nose conethat extends forward from the vertically extending front of the trailerinto the gap region; and a controller communicatively coupled to the atleast one sensor to receive information representative of the presenceor the absence of the one or more of the cooling unit, the heating unitor the nose cone in the gap region, and communicatively couple tocontrol the at least one actuator in response to at least the presenceor the absence of the one or more of the cooling unit, the heating unitor the nose cone in the gap region to deploy the deployable faring intoat least one intermediate configuration between the fully retractedconfiguration and the fully deployed configuration and to stop deployingthe deployable faring with the deployable faring in the at least oneintermediate configuration.
 2. The deployable fairing system of claim 1wherein the deployable fairing has a proximate end and a distal end, theproximate end attached to the rear of the cab of the tractor, the distalend spaced at least relatively proximate the rear of the vehicle in thefully retracted configuration and spaced relatively remote from the rearof the cab of the tractor and spaced proximate the vertically extendingfront of the trailer in the fully deployed configuration.
 3. (canceled)4. The deployable fairing system of claim 1 wherein the vehicle is atractor, the proximate end of the deployable fairing attached to therear of the cab of the tractor, the distal end of the deployable fairingextending rearwardly of the rear of the cab of the tractor as a gapfiller in the intermediate and the fully deployed configurations.
 5. Thedeployable fairing system of claim 4 wherein in the fully deployedconfiguration the deployable fairing extends into the gap region whichencompasses a volume between the rear of the cab of the tractor and thevertically extending front of the trailer coupled to the tractor via afifth wheel of the tractor and a kingpin of the trailer, and whichextends upwards above a set of drive wheels of the tractor. 6.-8.(canceled)
 9. The deployable fairing system of claim 1 wherein thecontroller determines the presence or the absence of one or more of thecooling unit, the heating unit or the nose cone that extends forwardfrom the vertically extending front of the trailer into the gap region.10. The deployable fairing system of claim 1 wherein the controllercomprises at least one processor and determines an amount of deploymentbased at least in part on a position of the cooling unit, the heatingunit or the nose cone that extends forward from the vertically extendingfront of the trailer into the gap region.
 11. The deployable fairingsystem of claim 1 wherein the controller comprises at least oneprocessor and determines an amount of deployment based at least in parton a distance to the cooling unit, the heating unit or the nose conethat extends forward from the vertically extending front of the trailerinto the gap region to deploy the deployable fairing as close to thefully deployed configuration without contacting the cooling unit, theheating unit or the nose cone.
 12. The deployable fairing system ofclaim 1 wherein the controller comprises at least one processor anddetermines an amount of deployment based at least in part on a distanceto the cooling unit, the heating unit or the nose cone that extendsforward from the vertically extending front of the trailer into the gapregion to deploy the deployable fairing as close to the fully deployedconfiguration with a defined offset without contacting the cooling unit,the heating unit or the nose cone. 13.-21. (canceled)
 22. A method ofoperation in a deployable fairing system, the deployable fairing systemincluding: a deployable fairing which is deployable across a gap regionbetween a rear of a cab of a tractor and a vertically extending front ofa trailer, deployable fairing which is deployable into a plurality offairing configurations from a fully retracted configuration to a fullydeployed configuration, and at least one intermediate configurationbetween the fully retracted configuration and the fully deployedconfiguration; at least one actuator drivingly coupled to move thedeployable fairing into the plurality of fairing configurations; atleast one sensor responsive to a presence or an absence of one or moreof a cooling unit, a heating unit or a nose cone that extends forwardfrom the vertically extending front of the trailer into the gap region;and a controller communicatively coupled to the at least one sensor toreceive information representative of the presence or the absence of theone or more of the cooling unit, the heating unit or the nose cone inthe gap region, and communicatively coupled to control the at least oneactuator in response to presence or the absence of the one or more ofthe cooling unit, the heating unit or the nose cone in the gap region,the method comprising: receiving by the controller informationrepresentative of the presence or the absence of the one or more of thecooling unit, the heating unit or the nose cone in the gap region fromthe at least one sensor; determining by the controller an amount ofdeployment for the deployable fairing based at least one part on thereceived information; and providing signals by the controller to causeat least one actuator to move the deployable fairing into one of thefaring configurations that corresponds to the determined amount ofdeployment.
 23. The method of claim 22 wherein the deployable fairinghas a proximate end and a distal end, the proximate end attached to arear of the cab of the tractor, and further comprising: providingsignals by the controller to move the distal end of the deployablefairing to a first position spaced at least relatively proximate therear of the cab or the tractor in the fully retracted configuration; andproviding signals by the controller to move the distal end of thedeployable fairing to a second position spaced relatively remotely fromthe rear of the cab of the tractor in the fully deployed configuration.24. (canceled)
 25. The method of claim 23 wherein the proximate end ofthe deployable fairing is attached to the rear of the cab of thetractor, and providing signals by the controller to move the distal endof the deployable fairing to a second position spaced relatively remotefrom the rear of the cab of the tractor in the fully deployedconfiguration includes providing signals to the at least one actuator tomove the distal end of the deployable fairing to extend rearwardly ofthe rear of the cab of the tractor as a gap filler in the intermediateand the fully deployed configurations. 26.-28. (canceled)
 29. The methodof claim 22 wherein the controller comprises at least one processor anddetermining an amount of deployment includes determining an amount ofdeployment that moves the fully deployed configuration as close to thefully deployed configuration without contacting any of the cooling unit,the heating unit or the nose cone in the gap region.
 30. The method ofclaim 22 wherein the controller comprises at least one processor anddetermining an amount of deployment includes determining an amount ofdeployment that moves the deployable fairing as close to the fullydeployed configuration with a defined offset without contacting any ofthe cooling unit, the heating unit or the nose cone in the gap region.31. The method of claim 22 wherein the controller comprises at least oneprocessor and determining an amount of deployment includes determiningan amount of deployment that moves the fully deployed configuration intothe one of the intermediate configurations that is as close to the fullydeployed configuration as possible without contacting any of the coolingunit, the heating unit or the nose cone in the gap region. 32.-72.(canceled)
 73. The deployable fairing system of claim 1 wherein thedeployable fairing comprises a deployable upper panel assembly, a firstdeployable side panel and a second deployable side panel, the first andthe second deployable side panels each physically coupled to thedeployable upper panel assembly.
 74. The deployable fairing system ofclaim 73 wherein the deployable upper panel assembly comprises adeployable upper panel, a first upper wing panel and at least a secondupper wing panel, the first upper wing panel and the second upper wingpanel each pivotally coupled to the deployable upper panel, thedeployable upper panel pivotal about a horizontal axis to move thedeployable fairing between the fully retracted configuration and thefully deployed configuration.
 75. The deployable fairing system of claim74 wherein the at least one actuator consists of a single actuatordrivingly coupled to the upper panel assembly, where movement of theupper panel assembly by the single actuator causes movement of the firstand the second side panels.
 76. The deployable fairing system of claim74 wherein the first side panel is physically coupled to the upper panelassembly via a first hinge and the second side panel is physicallycoupled to the upper panel assembly via a second hinge.